Control mechanism



H. c. MAY ET Al. 2,594,575

CONTROL MECHANISM 5 Sheets-Sheet l April 29, 1952 Filed Feb. l0, 1944 N mmm.

dm E.,

H. C. MAY ET AL CONTROL MECHANISM April 29, 1952l INVENTORS Harry (Z May oy R. Stevens 19 Q ATTORNEY April 29, 1952 H. c. MAY ET AL 2,594,575

CONTROL MEOHANISU Filed Feb. 1o, 1944 5 sheets-sheet s STOP AHEAD ASTERN RUN RUNELIDLE IDLE AHEAD EASTERN 226 FULL SPEED FULL SPEED Iig. 5

AHEAD 271 STOP FULL PEED 268. AHEAD RUN yASTERN RUN L a :DLE el IDLE RUN D 8 LE START AHEAD\` AASTERN STOP 1 264 FULL SPEED FULL SPEED RUN a IDLE y START FULL SPEED E 272 ASTERN 269 INVENTORS Harry @May BY Roy R,Sevens A TTORNE Y April 29, 1952 H. c.l MAY ET Al. 2,594,575

CONTROL. MECHANISM Filed Feb. lO, 1944 5 Sheets-Sheet 4 INVENTORS Harz@ Ci May RQy R Sevens ATTORNEY April 29, 1952 H. c. MAY ETAL 2,594,575

CONTROL MECHANISM Filed Feb. 1o, 1944 5 sheets-sheet s INVENTORS Harry C( May Roy R. Sevens ATTORNEY Patented Apr. 129, 1952 CONTROL MECHANISM Harry C. May, East McKeesport,'and Roy R.

Stevens, Forest Hills, Pa., assignors to Westinghouse Air Brake Company, a corporation of Pennsylvania Application February 10, 1944, Serial No. 521,798

This invention relates to control mechanism and more particularly to a fluid pressure control system for controlling a plurality of diierent operations in a desired sequence, such for example, as incident to controlling a reversible internal combustion engine.

Certain internal combustion engines are arranged to run in either direction and the direction of operation is usually determined by the valve timing or the condition of reversing means or valve gear which controls, in proper sequence, the starting of the engine, as by compressed air, and the supply of fuel to the engine. In certain engines the valve timing is controlled by different sets of cams on a cam shaft, one set of cams providing for operation of the engine in one direction and another set of cams providing for operation of the engine in the reverse direction. vThe cam shaft is movable longitudinally relative to the crank shaft for rendering either the one set of` cams or the other effective.

In reversing an engine, such as just described, it is customary rst to cut off the supply of fuel to the engine, to then reverse the cams, to next supply compressed air to the engine, under the control of the reversed valve timing, for braking the engine in case it has not stopped and, after the engine is stopped, for starting the engine to turn in the reverse direction. After the engine is thus placed in motion, it is customary to then cut 01T the supply of starting air to the engine. Fuel may also be resupplied to the engine after the cams have been reversed for causing the engine to run in the new or reversed direction. After the engine is running its speed may be varied by an operator from idling to a. maximum degree usually by varying the adjustment of a speed governor device driven by the engine. The cutting off of fue1 to the engine in order topstop same may be obtained by rendering the usual fuel pump or pumps inoperative to pump fuel, and the stopping 'of the engine is often accelerated by the use of a brake which is particularly desirable to obtain reversal of the engine in as short an interval of time as possible.

One object of the invention is the provision of an improved system for controlling in proper sequence a plurality of different operations such as required for stopping, starting and reversing an engine, such as above described.

Another object of the invention is the provision of such a system which provides for control of the different operations pneumatically without the use of mechanical elements which are subject to wear and require adjustments, such as 26 Claims.

cams, control shafts and gears or the like, and which system is equally well adapted for either local or remote control.

Another object of the invention is the provision of a pneumatic control system providing for either individual or multiple control of a plura-lity of reversible internal combustion engines.

Another object of the invention is the provision of such a system also arranged to control braking means for the engine or engines and to prevent operation of said braking means to brake the engine or engines upon stopping of any one engine while another engine is operating.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings: Fig. 1 is a diagrammatic view, mainly in elevation, of a pneumatic control system for a plurality of engines embodying the invention; Fig. 2 is a vertical, sectional view of a pneumatic control device associated with each of the engines shown in Fig. 1 for controlling the individual starting, stopping, reversing, etc., of the respective engine; Fig. 3 is a diagrammatic sectional view of a portion of a selector valve device shown in Fig. 1 in elevation and in Fig. 2 in section, but with the selector or rotary valve in a different position than shown in Fig. 2; Fig. 4 is a diagrammatic sectional view of lan operators control device several of which are employed and distributed at different control stations as shown in elevation in Fig. 1; Fig. 5 is a partial plan view of the operators control device shown in Fig. 4; Figs. 6 and 7 are sectional views taken on the lines 6-6 and '1 -1, re-

spectively, in Fig. 4; Fig. 8 is a sectional view of a pneumatic cylinder sever-al of which are shown in elevation in Fig. 1; Figs. 9, 10 and 11 are horizontal sectional views of different elements shown in outline in Fig. 1; Figs. 12 and 13 are diagrammatic Views of two different modications of the invention shown associated with a portion of the structure shown in Fig. 2; Fig. 14 is a side elevational view of a device shown in Fig. 1 but embodying a modication thereof; Fig. 15 `is a diagrammatic view of engine structure for controlling reversing and starting of the engine and the supply of fuel to the engine; and Fig. 16 is a cross-sectional view through one cylinder of the engine showing additional structure.

DESCRIPTION FIGS. l TO 11 In Fig. 1 of the drawings, the reference numerals l and 2 indicate two like internal combustion engines of the reversible diesel type which are arranged to be connected through hydraulic couplings 4a and 5a and clutches 4 and 5 respectively', to a common drive shaft 3. The hydraulic couplings 4a and 5a are constantly effective, while each of the clutches 4 and 5 may be provided with a manually operable lever 6 having what may be called an engaged position, in which it is shown in the drawing, for effecting operation of the clutch to connect the respective engine to the drive shaft 3, and being movable to what may be called a disengaged position, indicated by a dot and dash line 1, for actuating theclutch to disconnect the respective engine from said drive shaft.

A sprocket wheel 8 secured to turn with the drive shaft 3 is connected by a chain 9 to a sprocket wheel I9 which is arranged to turn a shaft II which may be a ships propeller shaft.

A brake is associated with propeller shaft II for braking same to stop either or both of the engines I and 2. This brake may comprise a brake drum I2 arranged to turn with the propeller shaft II, and brake shoes I3 arranged at opposite sides of the brake drum for frictionally engaging same. The brake shoes I3 are carried by levers I4 which are operably connected to a controlling lever I5. One end of lever `I5 is operatively connected to a brake cylinder device ,I 6 arranged to be operated by fluid under pressure supplied through a pipe I1 for actuating said ylever to move the brake shoes I3 into frictional engagement with drum I2. Upon release of uid under pressure from said brake cylinder device by way of pipe I1. lever I5 vwill operate to allow the release movement of the brake shoes I3 away from the brake drum. The supply and release of fluid under pressure to and from the brake cylinder device I6 by wayof pipe I1 is arranged to be controlled by a relay valve device I9. The relay valve device .I8 comprises, as shown in Fig.

-9 of the drawing, a casing having chambers 325 and 326 separated by a wall 32,1 and containing, respectively, two coaxially aligned poppet valves 328 and 329 arranged to seat in the same direction. The valve 328 has a fluted stem 330 extending through a bore in wall 321 into chamber 326 wherein it engages the valve 329. A spring 33| in chamber 325 acts on valve 323 urging it toward a seat provided on wall 321.

The valve 329 has a uted stem 332 arranged to slide in a portion of a bore 333 provided in a plunger 334 which projects from one side .of a piston 335 and which is slidably mounted in a bore provided through a wall 336 separating chamber 326 froma chamber 331 at said one side of said piston. A sealing ring 338 .carried by plunger 334 has sliding and sealing contact with the surface of the bore through wall 336 to prevent leakage of uid under pressure from cham- `ber 326 past said plunger to .chamber 331. A seat is provided on the end of plunger 334 for engagement by valve 329.

The bore 333 in plunger 334 is open Vthrough one or more ports 339 to chamber 331 and slidably mounted in said bore is a follower 349 one end of which engages the valve stem 332. A precompressed spring 34| contained in bore 333 is interposed between the opposite end of plunger 340 and the piston 33,5 4for unseating valve i329 from the end of plunger 334. A coil spring 342 encircling plunger 334 in chamber 331 has one end supported on the casing wall 336 while the opposite end bears vagainst piston 335. Spring 342 is also under pressure and is constantly effective -tco urge the piston 335 to the position shown in the drawing for pulling plunger 334 out of seating engagement with 329.

The valve chamber 325 is open to a fluid pressure supply pipe 20 adapted to be supplied with fluid under pressure from any suitable source. Valve chamber 326 is connected to pipe I1 leading to the brake cyilnder device I6. Chamber 331 is open to atmosphere through a port 2|, while at the opposite side of piston 335 is a control chamber 343 which is connected to a control pipe I9.

The operation of the relay valve device I8 is as follows:

When fluid under pressure is supplied to chamber 343, in a manner which will be later described, the piston 335 will move against spring 342 and shift the plunger 334 rst into seating engagement -With valve 329 and then act through said valve to open valve 328. When valve 323 is thus unseated, fluid under pressure from the supply pipe 20 will flow to pipe I1 and thence to the brake `cylinder device I6 to effect operation of said de vice to apply ythe brake to the propeller shaft I I, as above described.

Upon release of fluid under pressure from piston chamber 343, spring 342 will vreturn piston 335 to the position shown in the drawing. The pressure of spring 33| on valve 328 is greater than the opDQsing pressure of spring 34! on the valve stem 332, so that, as piston 335 is returned to the position shown in the drawing, the spring 33| will move the two valves ,328 and 329 in unison and with said piston until Valve 328 becomes seated to cut-off the supply of fluid under pressure to the brake cylinder pipe I1. After valve 326 is seated, the spring 34| will hold valve 329 against movement, so that, plunger 334 moving with piston 335 as it returns to the position shown in the drawing, will move out of seating engagement with valve 329 and thereby open pipe I1 to atmosphere by way of chamber 331 and port 2I for releasing fluid under pressure from the brake cylinder device I6 to thereby release the brake on the propeller shaft I I, as above described.

The pipe I9 leads tothe side outlet of adouble check valve device 22, the opposite end outlets of which device are connected by pipes 23 and 24 to brake interlock valve devices 25 and 25 associated with the clutches 4 and 5, respectively. The double check valve device 22 is of conventional structure and, as shown in Fig. 10 of the drawings, comprises a shuttle valve 3.44 which upon supply of -uid under pressure to pipe 23 with pipe 24vvented, will operate in the usual manner to open -pipe 23 to pipe I9 and close communication between -pipe I9 and pipe 24, while upon supply of fluid under pressure to pipe 24 with pipe 23 `vented the shuttle valve 344 will operate to open pipe 24 to pipe I9 and close communication lbetween pipes I9 and 23.

The supply and release of iiuid under pressure to and from the pipes 23 and 24 is under the control of the brake interlock valve devices 25 and 26, respectively. These devices are identical, in construction and, for illustrative purposes, each may comprise a casing containing a rotary type plug valve 21 arranged to be turned to either of two different positions by a lever 28. At the interlock valve device 25, the end of lever 28 is connected by a rod 29 to the clutch control lever 6 associated with engine I, while at the brake interlock valve device 26, the lever 28 is connected by a corresponding rod 29 to the clutch control lever 6 associated with engine 2. It will thus be seen that movement of either clutch control lever `Ii 'a combustion chamber 335.

to vits engaged position or its disengaged position will turn the respective plug valve 21 to corresponding positions.

The plug valve 21 in each of the brake interlock valve devices and 26 is provided with a passage 39 ,arranged to connect the respective pipe 23 or 24 to atmosphere when the respective clutch control lever 6 is in the clutch disengaged position and to connect said pipe to a control pipe 59 when the lever is in the clutch engaged position. The pipe 59 at each engine is arranged to be either supplied with uid under pressure or to be opened to the atmosphere in a manner which will be later described.

Each of the engines comprises (Figs, 15 and 16) a crankshaft 359 for operating the drive shaft 3, and an axially movable cam shaft 360 driven in proper phase with said crankshaft by gears 36| and 382 on said shafts. The cam shaft 360 has an astern position, in which it is shown in Fig. 15 of the drawings, and is movablefrom this position to an ahead position by means of an eccentric 363 mounted on a reversing control shaft 60 and connected to one end of the cam shaft 369 through a ring 365 and a suitable swivel connection 366. The gear 362 on the cam shaft 36|] is of sufficient width to maintain driving relation with gear 36| on the crankshaft 386 in both positions of the cam shaft.

The cam shaft 369 is provided with a vcam 361 which in both positions of said shaft is arranged to operate a plunger 368a. to control a fuel control shaft 358 extending the length of the engine. At each engine cylinder 369 the fuel control shaft 358 is provided with an arm 316 .operatively connected to one end of a fuel control rack 31| of a fuel injector pump 312 which is operable upon turning of the shaft 368 in a clockwise direction (Fig. 16) to increase the supply of fuel to the engine cylinder through a pipe 4|6 and an injector nozzle 4| 1 disposed in a pressure head 384 for said cylinder. The rod 368 is shown in Fig. 16 in a position for cutting off the supply of fuel to the cylinder. Y

The cam shaft 366 is also provided with astern and ahead cams 31,3 and 314 for operating a push rod 315 connected to the inlet valve (notJ shown) for cylinder 369, and astern and ahead cams 316 and 311, for operating a push rod 318 to control an exhaust valve (not shown) for said cylinder, in the astern and ahead positions, respectively, of said shaft. The cam shaft is further provided with astern and ahead cams 319 and 380 for operating a push rod 38| and rocket arm 39| to control an air starting valve device 382 for the cylinder 369, in the astern and ahead positions, respectively, of said shaft.

It will be understood that there is a fuel injector pump 312 for each engine cylinder, although only one pump and cylinder are shown in the drawings, and that all of the fuel injector pumps are controlled by the fuel control shaft 368 and cams 361. However, the cam shaft 369 will be provided with a pair of astern and ahead cams, such as above described, for controlling the exhaust valve and the inlet valve for each of the engine cylinders, and for controlling the air starting valve device 382 at each cylinder.

The air starting valve device 382, located in the cylinder head 384, may comprise an air vinlet valve 383, for directing starting air from'a starting air pipe or header 34 and branch pipe 35 into The chamber 385 is provided above a piston 386 in the cylinder 369 and the design of cams 319 and 380 is such that the starting air will be supplied to said chamber on the power stroke of said piston, in order to operate said piston to start the engine, it being noted thatsaid piston is connected by a piston rod 381 to the crankshaft 359. When starting air' is directed into the cylinder head 384 by way of branch pipe 35, this air becomes effective4 through. a passage 388 in the stem of valve 383 in an air cylinder 389 and causes a piston 390 in said cylinder to move upwardly which operates rocker 39| to move the push rod 38| downwardly into contact with either cam 319 o'r cam 380 on the cam shaft 360, depending upon the position of said shaft, whereby said cam may control the opening of the air supply valve 383. When there is no air in the starting air header 34, pipe 35 and cylinder 389, a tension spring 392 connected to rocker 39| will lift the push rod 38| out of contact with the cam 319 or 389 under which condition a spring 393 will hold the air supply valve 383 closed. The air starting valve device 382 is of conventional structure, and it will be apparent that the engine will be started by air supplied through the several air starting valve devices to the respective cylinders in a direction determined by which of the astern or ahead cams 319 or 389 is positioned to control said devices.

At each engine there is provided a starting air control valve device 36 for controlling the supply of starting air to the respective starting air pipe or header 34 and the release of starting air therefrom. For the purpose of illustration, each valve device 36 may comprise a casing containing a rotary plug valve 345 arranged to control communication between the respective pipe 34 and a pipe 346 adapted to be supplied, from any suitable source, with compressed air for engine starting.

, A port 341 in the plug valve 345 is provided for either establishing communication between the respective pipes 34 and 346 or for closing said communication and opening pipe 34 to atmosphere through a port 394 in the casing, in different positions of said plug valve. A lever 31 is provided for turning the plug valve 345 to its different positions. With lever 31 in the position in which it is shown in Fig. 1 of the drawings, the supply of starting air to the respective pipe 34 will therefore be out off and said pipe will be open to atmosphere through port 394, while upon.

movement of said lever to a position such as indicated by a dot and dash line 38 starting air will be supplied to said pipe, as will be apparent.

Movement of lever 31 of each of the starting air valves 36 to its different positions may be controlled by a starting control cylinder 39 which is in turn controlled by pressure of fluid in a control pipe 3|. Each of the cylinders 39 may comprise, as shown in Fig. 8, a piston 49 having at one side a pressure chamber 4| open to the control pipe 3| and having at the opposite side a nonpressure chamber 42 containing a spring 43 acting on the piston for urging it to the position shown when the respective control pipe 3| is devoidof fluid pressure. Upon supply of fluid under pressure through the control pipe 3| and thus to pressure chamber 4|, the piston 49 will move against the opposing pressure of spring 43. The piston 49 is provided with a rod 44, a reduced portion .45 of which extends through a suitable bore in the casing and has its end operatively connected to the end of lever 31 -of the respective starting air valve 36. At the junction ofthe larger and smaller portions of the piston rod 44 is a shouilder 46 arranged to engage the end of the'casing for limiting movement of the piston 49 7 by pressure of fluid provided in chamber 4|. With this construction it will be seen that with piston 40 rin the .position in which it is shown in Fig. 8, which condition will be obtained with chamber 4| open to atmosphere, the respective starting air valve 36 will cut olf the supply of starting air to pipe. '34, while upon movement of piston 40 by pressure of fluid in chamber 4I to the position in which shoulder 46 on the piston rod engages the casing, vthe respective air valve 36 will be moved to the position for supplying starting 'air t'o the starting air pipe 34.

Each of the engines is provided with a speed governor 50 which may comprise a Ybody 395 arranged'to be driven by the cam shaft 360 Ithrough the medium of the cam shaft gear 362, .a gear 396, lshaft 391 and a pair of bevel gears 398. The body 395 carries two governor larms or weights 399 the centrifugal force of which is adapted to act'axially ona control shaft 400 in opposition to the pressure ofa control spring 40|. The pressure of spring 40| is arranged to be varied by operation 'of a cam 462 which controls the displacement of a spring follower 403 against'one end of said spring.

The governor control shaft v40|! is connected to one end of a lever 404 which is fulcrumed intermediate its ends on a fixed pin 405. The opposite end of lever 404 is connected to one end of a gear rack 406 whichis arranged to operate a gear 401 on the fuel control shaft 368 whereby reciprocation of said rack will turn said shaft.

In operation, when the force of the governor control spring 40| is increased by operation of cam 402, the control rod 400, lever 404 and rack 406 Will operate gear 401 to turn the fuel control shaft 368 in a clockwise direction, as viewed in fFig. 16, to therebyadjust the fuel pump 312 to increase the supply of fuel to the engine. As .the engine accelerates the centrifugal for-ce of weights 399 will act to move the control 'shaft 400 and ance with the adjusted force of spring'40| and thereby the position of cam 402.

In each governor the cam 402 is mounted on a shaft 408 to which is also connected a lever I for adjusting the cam. The lever 5| and cam 462 may have an engine idling position in `which they.T are shown in the drawing and may'be adjusted to any position between said idling position and a maximum speed or fuel supply position lindicated bya dot dash line y52 for said lever to obtainzany selected engine speed.

At each engine the lever of the respective govern'or 50 is connected to a speed control cylinder 53 arranged to be controlled by fluid under pressure'in a pipe 54.

Each of the speed control cylinders 53,'may for the purpose of illustration, be identical 'to 'the starting control cylinder 39 and thus operative with the respective pipe 54 open to vatmosphere to move the connected governor control lever5| to the engine idling position, andoperative'upon supply of fluid to said pipe to adjust said lever out of the idling position to va -position rcorresponding to the pressure of suchuid. A certain maximum pressure of fluid in vthe control pipe 54 will cause operation of each .speed control cylinder 53 to move the respective governor control lever 5| to the maximum speed positionindi cated by the dot and dash line 52, as will be apparent. The control of pressure of fluid in pipe 54 at each of the engines will be hereinafter described.

The fuel control shaft 368 is also movable to a fuel cut-off position, in which it is shown in the drawing as above mentioned. To move shaft 368 to its fuel cut-off position, said shaft is provided with an arm 4|0 arranged to be engaged by one end of a rod 4|'|. The opposite end of rod 4H is connected by a bell crank 4|2 and a rod 4|3 to a lever 4|4. The lever 4|4 is mounted on a shaft 4|5 which is operatively connected to a lever 56 of a fuel cut-off device 55. With lever 56 in a fuel cut-olf position in which it is shown in Fig. 1 of the drawings, the rod 4| will be moved into contact with arm H0 and actuate said arm to move the fuel control shaft 363 to its fuel cut-off position, as required to permit stopping of the engine. The lever 56 has a fuel cut-in position indicated by a dot dash line 51 and is operable upon movement to said position to draw the rod 4|| away from the arm M9 so as to place the positioning of the fuel control shaft 368 under control of the speed governor 50.

At each engine the fuel cut-off lever 56 is connected for control to a fuel cut-off cylinder 58 which in the present embodiment may be likethe cylinders 53 and 39 above described and which is arranged to be controlled through a pipe 59a connected to pipe 59. When fluid under pressure is supplied to pipes 59 and 59a on each engine the respective cylinder 58 will act to move lever 56 of the respective fuel cut-off device to its fuel cut-off position in order to allow stopping of the engine, while upon release of fluid under pressure from said pipes the cylinder 58 will cause movement of said lever to its fuel supply position, indicated by the dot and dash line 51, to allow supply of fuel to said engine.

The present invention resides in means for controlling in proper sequence at each engine, the operation of the reversing control shaft 60 and thus the reversing of the valve timing for the engine; the operation of the starting air control cylinder 39; the speed control cylinder 53, and the fuel cut-oif cylinder 59,' and means including thebrake interlock Valve devices 25 and 26 for controlling the braking of the propeller shaft I l, all of which will be presently described in detail.

The system for controlling the starting, stopping, reversing, etc., of the engines and 2 comprises what may be called a maneuvering control device associated with each engine, an operators or engineers control valve device 66 associated with each of said maneuvering control devices for individually controlling the respective engine, a remote or pilots control valve device 61 for controlling in multiple or individually the two engines through the respective maneuvering control devices 65, and a station selector valve device 68 associated with each maneuvering control device 65'for selectively rendering the engines controllable bythe respective engineers control device 66 or by the pilots control device 61.

vThe control'system further embodies a dual fluid pressure supply system which normally provides an individual supply of fluid under pressure to each of the maneuvering control devices 65 and engineers control devices 66. This dual vfluid pressure supply system embodies a source of fluid pressure, such as may be provided in a lstorage reservoir 69, and two reducing valve devices 10 and 1| of any suitable structure arranged to Ysupply fluid from this reservoir at a desired reduced 9` pressure through check valves 12 and 13, of identical structure, to pipes Hand 15 leading vto the maneuvering control devices 65 and engineers control devices 66 associated with engines I and 2, respectively. The pilots control valve device 61 is supplied with fluid under pressure through a pipe 16 connected to pipe 14. The two pipes 14 and 15 are connected by a pipe 11 in which is arranged a cut-off valve device 18. Normally, the cut-off valve device 18 is closed, but in case of failure of the supply of iiuid under pressure to either of the pipes 14 or 15, due for example to failure of the respective reducing valve device 10 or 1 I, said cut-off valve device may be opened so as to supply fluid under pressure to bothof said pipes from the reducing valve device still operating, the check Ivalve 12 or 13 preventing back flow of uid under pressureto a reducing valve device which may fail and thereby the possible loss of such fluid pressure in case the failure would be such as to permit esc-ape of uid under pressureto the atmosphere.

Individual cut-off valve devices 19, 80 and 8| are provided in pipes 15, 'N and 16, respectively, to cut-olf the supply of fluid under pressure to the maneuvering control devices 65 and to the pilots control valve device 61 in case of failure of said devices or to permit repair thereof without loss of fluid under pressure from the reservoir BS.

The cut-01T valve devices 19, 80 and 8| are of identical structure land each may comprise, as shown in Fig. 11 of the drawings which is a horizontal sectional view of the cut-off valve device 19 as seen in Fig. l, a casing containing a rotary plug valve 348 having an open position in which it is shown in the drawing and which is adapted to be turned by a key 349 (Fig. l) in a clockwise direction through an arc of 90 to a closed position. The plug valve 348 has a T port 350 adapted in the open position to establish communication between the respective pipes connected to opposite ends of the casing. In the closed position of valve 34B, this communication is closed and the T port 350 connects the pipe at the fluid pressure outlet side of the valve device to an atmospheric vent port 35|, and this is of particular importance in connection with the cut-off valve devices 19 and 80, as will be later brought out.

Each maneuvering control device 65 comprises (Fig. 2) a bracket 85 upon which is removably mounted a fluid motor 86 for reversing the valve gear or timing of the respective engine, and a timing or interlock valve device 81. Also removably mounted on each bracket 85 is the respective engineers control valve device and. station selector valve device 68.

Each fluid motor 00, which may hereafter be referred to as the reversing motor, comprises a cylinder containing a double actingr piston 88 having at one side a pressure chamber 89 and provided with a rod 99 projecting from the opposite side through a pressure chamber 9| and a pressure head 92 to the exterior of the casing. Outside of the pressure head 92 the rod 90 is Iprovided with gear teeth 93a, constituting a rack, in mesh with a gear 9| provided on the reversing control shaft 00 of the respective engine, whereby movement of the piston 88 in itsv cylinder will operate the gear Si to turn the reversing control shaft 60. tions, namely, the position in which it is shown in Fig. 2 of the drawings for positioning the shaft 50 and thereby the cam shaft 360 of the respective engine in its astern direction, and a second position in contact with the pressurihead The piston v80 has two operatingposifor conditioning shaft 60 to position said cam shaft in the ahead direction. Movement of the piston 88 to the astern position shown in Fig. 2 is arranged vto be eifected by supplying fluid under pressure to chamber 9| to act on one face of the piston while opening chamber 89 at the opposite face to atmosphere. Movement of piston 88 to its ahead position in contact with the pressure head 92 is arranged to be effected by supplying uid under pressure to chamber -89 while opening chamber 9| to the atmosphere.

In each maneuvering control device the supply and release of fluid underpressure to and from chamber 89 is controlled by means of an ahead control valve device 93, while the supply and release of fluid under pressure to and from chamber 9| is controlled by means of an astern control valve device 94 both of which devices constitute parts of the interlock valve device 81. y

The ahead control valve device 93 in each maneuvering control device comprises a supply valve 95 contained in a chamber 96 and arranged to control ow of uid under pressure from said chamber to a chamber 91 which is connected to chamber 89 through a passage 98 and a choke 99, and also by way of a check valve |00 by-passing said choke, the check valve being arranged to allow relatively rapid flow of fluid under pressure in the direction toward chamber 89 but to close upon reverse or out-flow of fluid under pressure from said chamber to render the choke 99 effective to control the rate of such out-flow. The chamber containing the supply valve 95 also contains a spring |0| constantly effective on said valve for urging it to its closed position shown.

In each maneuvering control device 65 chamber 96 is open through a passage |02, a chamber |03, passage |04 and a chamber |05 to a passage |00 in the bracket 85. This passage |05 in the maneuvering control device associated with-engine is arranged to be constantly supplied with fluid under pressure from pipe 14 by way of the cut-out valve device 80 when the valve device is in its open position, while in the maneuvering control device associated with engine 2 the passage |09` will constantly be supplied with fluid under pressure from pipe 15 with the cut-out Avalve device 19 in its open position.

. phere through a passage a chamber I l2, and

a port i I3. The lower end of bushing |09 engages a ring seal ||4 encircling and having sliding contact with the periphery of plunger |08, While engaging the upper end of said bushing is a similar seal also having sliding contact' with the periphery of plunger |08. These seals are held. vunder'compression at opposite ends ofthe bushing |09 and in contact withplunger |03 by a nut IIS and are respectively effective to prevent leakage of fluid under pressure along said plunger from chamber 91 to chamber ||0 and fromuchamberzl I0 to a chamber ||1 into which the plunger; '2| 0 8 jergtends, '.IIhe bushing tl 0 9 is provided with an annular cavity encircling the plunger |88 and open through a plurality of ports I I8 to chamber I I0. The plunger |08 is also provided with a plurality of ports ||9 establishing communication between ports |I8 and bore |20 within the plunger |08.

The plunger |88 is provided in chamber ||1 with a head |2I disposed above an annular stop shoulder |22 provided for engagement with said head to limit downward movement thereof, and interposed between this head and the opposite end of chamber ||1 is a spring |23 which is under a chosen degree of pressure. A diaphragm follower |24 is .secured to the opposite face of head |2| by means of a stud |25 having screwthreaded engagement in a bore extending through said head and into the plunger |08, and mounted in this bore below the stud is a follower |26 having a stem |21 extending through a bore in the plunger and having its end engaging the end of the stem projecting from the release valve |01. An initially compressed spring |28 is interposed between the end'of stud |25 and the follower |26 for holding the release valve |01 against movement upon movement of plunger |08 in a direction away from said release valve with the supply valve 95 closed.

The follower |24 engages one side of a flexible diaphragm |29 which has as its opposite side a timing chamber |30. The chamber |30 is connected through a passage |3|, a choke |32 and a passage |33 to the respective station selector valve device 68. By-passing the choke |32 is a communication including two check valves |34 and |35, arranged to permit flow of uid from chamber |30 around the choke |32 at a relatively rapid rate but to prevent flow in the reverse direction, so that inflow of fluid pressure to said chamber may be limited by the ilow capacity of choke |32. The check valve |35 is subject to the seating pressure of a light bias spring |36.

With chamber |39 at atmospheric pressure or charged with fluid at a pressure below a certain degree, spring |23 will maintain the diaphragm |24 in contact with a stop |31 and the plunger |98 will be elevated by said spring to a position such as shown in the drawing to allow closing of the iiuid pressure supply valve 95 by spring and opening of the release valve |01 under the action of spring |28. When iluid is supplied to chamber |38 at a pressure suflicient to overcome the opposing force of spring |23, the diaphragm |29 will deflect downwardly to an extent limited by contact between plunger head |2I and the annular stop |22. The force of spring |8|V against the supply valve 95 exceeds that of spring |28 against the release valve |81, as a result of which, this downward movement of diaphragm |29 and follower |24 and thereby of plunger |88 will be relative to the release valve |01v until said plunger contacts said valve which closes communication between chamber 91 and chamber l-i. Further movement of the diaphragm follower will then act through the release valve |701 to open the supply valve 95.

The astern control valve device 94 in each maneuvering control device G is structurally identical to the ahead control valve device 93 just described and, briefly, comprises a fluid pressure supply valve |40, a fluid pressure release valve |43 and a flexible diaphragm |42 operatively connected to these valves for controlling same in accordance with pressure of fluid in a controlchamber |43 which is connected through a passage |44, a choke |45 and a passage |48 to the respective station selector valve device B8. By-passing the choke is a communication in which are disposed two serially arranged check valves, |41 and |48, to provide relatively rapid outflow of fluid pressure from chamber |43 but to render choke |45 effective to limit inilow. The check valve |48 is subject to the .pressure of a light seating spring |49.

In the astern control valve device 94 the supply valve |40 is contained in chamber 96 and is arranged to control flow of fluid pressure from said chamber to a chamber |59 containing the release valve |4|. Chamber |50 is connected through passage |5| and a choke |52 to chamber 9| below the reversing piston 88. A communication lay-passing choke |52 and containing a check valve |53 is provided to allow relatively rapid inflow of uid pressure to chamber 9| but to limit outflow of fluid pressure therefrom to a degree controlled by the flow capacity of choke |52. The release valve |4I in the astern control valve device 94 is provided for controlling the release of fluid under pressure from chamber and thereby chamber 9| beneath the reversing piston 88 to chamber |I0 and thence to the atmosphere.

The timing and interlock valve device 81 associated with each of the maneuvering control valve devices 65 further comprises a starting control valve device |55 for the respective engine, and a fuel and brake control valve device |56 for controlling the cut-in and cut-off of the fuel supply to the respective engine, and for also controlling the brake associated with the propeller shaft I i.

Both of the control valve devices |55 and |56 in each maneuvering control device are structurally identical to the control valvedevices 93 and 94 above described.

The starting control valve device therefore comprises a fluid pressure supply valve |51, a fluid pressure release valve |58 and a flexible diaphragm |59 operatively connected to said valves for controlling same. The supply valve |51 is contained in a chamber |60 which is connected by a passage |'6| to the respective station selector valve device 68 and said valve is arranged to control ow of fluid from this chamber to a chamber |62 which is connected to pipe 3| leading to the starting air control cylinder 39 on the respective engine. The release valve |58 of the starting control valve device |55 is contained in chamber |62 and arranged to control a fluid pressure release communication between chamber |82 and chamber IIU. The diaphragm |59 is arranged to be controlled by the pressure of a spring |61 and the opposing pressure of liluid in a chamber |63 which is connected through a passage |64 and a choke |65 to a passage |186 in the bracket 85.

A choke |38 is provided in the communication through pipe 3| to the starting air control cylinder 39, and by-passing this choke is a, communication containing a check valve |39 this structure providing for restricted flow cf fluid under pressure to said cylinder and a faster flow out of said cylinder. On the'fside of` choke |38 connected to the starting air control cylinder ls a reservoir |3| connected to pipe 3| which provides a volume at the cylinder side of the choke |38 to permit said choke to be of a practical size.

The fuel and brake control valve device |56 comprises a valve |10, a valve |1| and a flexible diaphragm |12 for controlling said valves in accordance with pressure of fluid effective in a by a-stem 13 chamber |13 and the opposing pressure vof a control spring |69. In the present structure the valve constitutes a release valve which is contained in chamber II2 and which is arranged to release fluid under pressure from a chamber |14 to chamberIIZ for flow to the atmosphere through port |I3. The valve |1| constitutes a supply valve for controlling supply of uid under pressure from chamber |03 to chamber |14 which is connected to pipes 59a. and 59 leading to the fuel cut-01T cylinder 58 and to the brake interlock valve device 25 or 26 associated with the respective engine. Chamber |13 is connected through a communication including two serially arranged check valves |15 and |16 to passage |84, the check valves being arranged to provide for ow of fluid under pressure from said passage to said chamber but to prevent flow in the opposite direction. The check valve |16 is subject to the light seating pressure of a bias spring |11 urging same to its closed position.

The timing and interlock device 81 associated with each maneuvering control device 85 also comprises a double check valve |82 open at opposite ends to passages 18 and |19 connected respectively to chambers 91 and |50 in the ahead and astern control valve devices 93 and 94. The double check valve |82 is arranged to control communication between the two passages I 18 and |19 and a passage I=80 which leads to chamber |18 above the diaphragm |12 in the fuel and brake control valve device |58. With the double check valve in the position shown it opens communication between passages |80 and |18 and closes communication between passages |80 and |18. In. an opposite position the double check valve will open passage |80 to passage |19 and will close communication between passage |80 and passage |18.

In the bracket 35 of each maneuvering control device is a double check valve device |85 comprising a bushing |88` which is encircled midway between its ends by an annular cavity |81 to which is connected passage |66. Thebushing |86 is provided interiorly and midway between its ends with a bridge having an axial bore |88 open to chamber |81 through a plurality of radial bores |89. At one end of the axial bore |88 is an annular seat |90 arranged for sealing engagement by a valve I9I contained in a `chamber |192, while at the opposite end of said borel is an oppositely arranged annular seat |93 provided for sealing engagement by a valve |94 contained in a chamber |95. The two valves |9I and |94 are connected for movement in unison |96 loosely extending through the axial bore i80. This stem is of such construction as to allow flow of fluid past either valve I9I or |94, when unseated, to bore |88 for supply to the annular chamber |81.

Chamber |92 is connected to a passage |91 arranged to be connected to chamber 9| below the reversing piston 88 when'said piston is in its upper or astern position as shown in the drawing. Chamber |95 is connected to a passage 98 arranged to be opened to chamber 89 above the reversing piston 88 when said piston is in its lower or ahead position in contact with the pressure head 02. A choke |99 is provided in passage I81 to limit ow of fluid pressure through said passage in the direction oi chamber |92 in the double check valve device I 85, for reasons which will be later described. The flow capagity of choke |99 is however great enoughwith respect to clearance space which may be provided around the valve ISI to allow flow of fluid past said valve to the axial bore |88, to provide a suicient diierential in iluid pressures on said valve upon said flow to move said valve into contact with seat |90 when chamber |95 containing the check valve |94 is at a pressure slightly exceeding atmospheric pressure. A similar choke 200 is provided in passage |98.

` The station selector valve device 68 associated with each of the maneuvering control devices 65 comprises a rotary Valve 202 contained in a `chamber 215 and having two different control positions, namely a remote control position, in

which it is shown in Fig. 2, to provide for control of the respective engine by operation of the pilots control valve device 61, and a local control position, in which it is shown in Fig. 3, to provide for individual control of the engine by the respective engineers control valve device 68. A hand operated lever 203 is operatively connected `to the rotary valve 202 for turning same to its diierent positions.

The brackets 85 of the two maneuvering control devices 65 are connected in parallel (Fig. l) to an ahead control pipe 205, an astern control pipe 205, a starting control pipe 201 and a speed control pipe 208 and all of these pipes are also connected to the pilots control valve device 61. At each engine, pipe 54 connected to the speed control cylinder 53 is also connected to the respective bracket 85, as Well as the uid pressure supply pipe 14 or 15, as above described.

All of these pipes 205, 206,201 and 208 and 54, as well as passage |06 in the bracket, which is supplied with iiuid under pressure from either pipe 14 or 15, are connected to the seat of the rotary valve 202 in each of the station selector valve devices. i

In the remote control position of the rotary valve 202 in each selector device 68, the ahead control pipe 205 is connected by a cavity 209 in said valve to passage |33 leading to the ahead control valve device 93, while the astern control pipe 206 is connected through a cavity 2 I0 in said valve to passage |46 leading to the astern control valve device 94. The starting control pipe 201 is connected through a cavity 2|I in said valve to passage I6I leading to the starting control valve device |55, while the speed control pipe 208 is connected by a cavity 2 I2 in said valve to pipe 54 leading to the speed control cylinder 53. In the remote control position of the rotary valve 202 (Fig. 2) the iluid pressure supply passage IOB is connected by cavity 2 I3 in said valve to a passage 2|4 which leads to chamber |05 in the respective bracket 85, but communication between the latter passage and said chamber may be closed by a removable plug 2 I5 mounted under a pipe plug 2I6. With the plug 2I5 located as shown in Fig. 2, the passage 2I4 and cavity 2I3 therefore perform no useful function since fluid pressure is supplied to chamber |05 directly from passage |06. The purpose of the communication including the plug 2|5 in each bracket 85, will be later brought out.

Also connected to the seat of rotary valve 202 in each station selector valve device 68 are passages 205e, 206e, 281e, 208e and 18a. All of -gthese passages are closed by the rotary valve 202 valve 202 (Fig. 3) the ends of pipes 208, 206 and vv286 are'lapped by said rotary valve andthe fluid pressure supply passage |06 is connected by a cavity 2|la to passage 16a. The ahead passage |33 and astern passage |46 are connected, respectively, by cavities 2 I8 and 2|9 in the rotary valve to passages 205e and 206a. The starting control passage |6| is connected by a cavity 220 in the valve 202 to passage 201er, while the speed control pipe 54 is connected by a cavity 22| in said valve to passage 208a. In each bracket 85 the passages 205e, 206:1., 201a, 20811 and. 16a all lead to a mounting face 222 on the bracket against which the respective engineers control valve device 66 is adapted to be removably secured.

As above described the several pipes connected to the brackets 85 of the two maneuvering control valve devices 65 are also connected to the pilots control valve device 61, such connections being made to a bracket 223 upon which the pilots control valve device is removably mounted. The passages 205e, 208a, 201a, 20Go and 15a opening at the face 222 of each of the maneuvering control device brackets 85 correspond in relative position and in function to those in the bracket 223 of the pilots control valve device 61, whereby the same control valve device can be used at the pilots control station and at the engineers control station at each engine.

In Fig. 4 of the drawings is shown the pilots control valve device 61 mounted on the bracket 223, and since the engineers control valve devices 66 are identical, except for the part upon which they are mounted, the following description of the pilots control device 61 will therefore apply to the engineers control device 66.

As shown in Fig. 4, the pilots control valve device 61 comprises a base portion arranged for mounting on the bracket 223 and contains an ahead pilot valve device 224 .and an astern pilot valve device 225. Mounted on the base portion is a speed control valve device 226 with which there is associated a starting control valve device 221.

The ahead pilot valve device 224 comprises a Iiuid pressure supply valve 228 which is contained 'in a chamber 229 supplied with iiuid under pressure from pipe 16 and arranged to control communication between said chamber and a chamber 230 which is connected to the ahead control pipe 205. A spring 236 in chamber 229 acts on valve 228 to seat same. A release valve 23| contained in chamber 230 rests on the end of a fluted stem projecting from the supply valve 228 and has a stem slidably mounted in a bore 233 provided in a plunger 232 which is mounted to slide in the casing. The valve 23| is provided for controlling communication between chamber 230 and bore 233 in the plunger, which bore is open to the atmosphere through a passage 234. A spring 2,35 in bore 233 acts on the release valve stem for maintaining the release valve in contact with the stem of the supply valve 228 upon movement oi the plunger 232 in a direction away from the release valve for opening communication past said release valve. Upon movement of the plunger 232 in the direction of the release valve 23 I, the spring 236 will maintain the supply valve 223 seated against the pressure of spring 235 acting on the release valve, whereby the plunger will initially move into contact with the release valve for closing communication between chamber 230 and the atmosphere, and will then act through said valve to unseat the supply valve 228. Upon movement of plunger 232 in the oppositedirection or away from the release valve'.

the spring 236 will seat valve 228 followed by movement of plunger 232 out of contact with the release valve 23|.

The astern pilot valve device 225 is structurally identical to the ahead pilot valve device 224 comprising a supply valve 231 contained in chamber 220 for controlling communication between said chamber and a chamber 238 which is connected to the astern control pipe 205. A release valve 239 is provided in chamber 238 for controlling communication between said chamber and the atmosphere. A plunger 240 is provided to cooperate with the release valve 239 for controlling operation thereof and of the supply valve 231.

The starting control valve device 221 may also be structurally identical to the ahead run valve device 224 and may therefore comprise a supply valve 242 contained in a chamber 243 which is supplied with fluid under pressure from pipe 16, and which valve is arranged to control flow of iluid from said pipe to a chamber 244 which is open to the starting control pipe 201. The starting control valve device further comprises a iuid pressure release valve 245 and a plunger 246 arranged to cooperate with said valve to control release of fluid under pressure from chamber 244 to the atmosphere.

The speed control valve device 226 may be of any conventional, preferably self-lapping type, such, for example, like that fully disclosed in the copending application of Harry C. May, Serial No. 523,656, led February 24, 1944, now Patent No. 2,381,222, issued August 7, 1945, and assigned to the assignee of the present application. Briefly, this device comprises a plunger 250 operable upon displacement into the device from a normal position in which it is shown in Fig. 4, to supply fluid to the speed control pipe 208 at a pressure proportional to the degree of such displacement and to release fluid under pressure from said pipe upon movement of the plunger out of the device in accordance with the extent of such movement, and to provide for opening of said pipe to atmosphere when in the normal position shown in Fig. 4.

As viewed in Fig. 4 the plungers 232, 240 and 250 of the ahead and vastern pilot valve devices 224 and 225 and of the speed control valve 226 are arranged side by side in spaced relation to move in a vertical direction, while the plunger 2.46 of the starting -control valve device 221 is arranged to move horizontally. For controlling movement of these plungers a shaft 25| is provided which extends over the ends of the plungers of the run control devices 224, 225 and speed control device 225I and parallel to the plunger of the starting control device 221. This shaft is suitably journaled in the casing and carries three cams 252, 253 and 254, the peripheral surfaces of which are arranged for engagement, respectively, with the plungers 232 and 240 of the ahead and astern pilot valve devices 224 and 225, and with one side of one end of an arm 255, the opposite side of which engages plunger 250 of the speed control valve device 226. The other end of arm 255 is fulcrumed on e. pin 256 carried by the casing.

The operating shaft 25| is provided with an axial bore in which is slidably mounted a plunger 258 one end of which projects beyond one end of the shaft 25| for connection with one end of a lever 259. The opposite end of lever 253 is fulcrumed on a pin 263 carried by a lug projecting from the'casing. Intermediate its ends this lever 17 engages plunger 246 of the starting control valve device 221.

The operating shaft 25| is provided in one side with a slot, and the plunger 258 is provided with an aligned slot 26| and extending into these slots and pivotally mounted on a pin 262 carried in an ear 263 projecting from the shaft 25| is one end of an operators control lever 264. A pin 265 extending across slot 26| and secured at opposite ends in opposite w-alls of saidslot also extends through a. recess provided in the end of the operator-s control lever 264. By this construction it will be seen'that movement of the operators control lever 264 about the iulcrum pin 262 lengthwise of the control shaft 25| will shift the plunger 258 longitudinally of said control shaft; Thus movement of the plunger out of the position in which it is shown in Fig. 4 of the drawing will rock the lever 259 in a counterclockwise direction to move plunger 246 into contact with the release valve 245 and then actuate said release valve to open the supply valve 242 of the starting control device 221 for supplying uid under pressure to the starting control pipe 261, while the return of the operators lever to the position in which it is shown will operate the plunger 256 and lever 259 to permit closure of the supply valve 242 and the opening of the release valve 245 for releasing fluid under pressure'from the starting control pipe 261.

The operators control device further comprises a cover 268 which is secured to the base portion thereof and which has a slot 269 (Fig. 5) providing for movement of the operators control lever 264 in a direction about the axis of the control shaft 25| for rocking said shaft. In this slot the operators control lever 264 may have a Stop position intermediate the ends of the slot, and at one or an Ahead side of said Stop position, a Full Speed position and an intermediate or Run and Idle position. At the opposite side of the Stop position the lever may have an Astern Full Speed position and an intermediate or Run and Idle position, all of these positions being indicated by legends in Fig. 5. Adjacent the Ahead Run and Idle position the cover is provided with another slot 21| to permit lateral movement of the lever out of slot 269 for operating the plunger 258 to effect movement of the starting control valve device 221 for supplying iiuid under pressure to the starting control pipe 261. A slot 212, like slot 21|, is open to slot 266 adjacent the Astern Run and Idle position to also permit lateral movement of the operators control lever 264 to effect operation of the starting control valve device 221 to supply fluid under pressure to the starting control pipe 261. With the operators control lever out of slots 21| and 212 and in slot 269, the starting control valve device 221 will be operated to open the starting control pipe 261 to the atmosphere.

The cam 252 provided on the control shaft 25| is operative upon movement of the operators oontrol lever out of Stop position in the direction' of the legend Ahead (Fig. 5) to effect operation of the vahead pilot valve device 224 to open communication between the uid pressure supply pipe 15 and the ahead'control pipe 265 by the time said lever reaches the Ahead Run and Idle" position and then to maintain this communication open during further movement to the Ahead Full Speed position. In Vall other positions of the lever 264 the ahead control device 224 will open pipe 265 to the atmosphere. The astern cam 253 is so arranged Vas to actuate the astern pilot l8- valve device 225 to open the uid pressure supply pipe 16 to the astern control pipe 266 by the time the operators control lever obtains Astern Run and Idle position upon movement from Stop position, and to then maintain this communication open during further movement of the lever to the Astern Full Speed position. In all other positions of the operators control lever the cam 253 permits operation of the astern control valve device 225 to open the astern control pipe 266 to atmosphere.

The cam 254 is provided to control displacement of plunger 256 from its normal position into the speed control valve device 226. With the operators control lever in Stop position the plunger 256 will occupy its normal position, in which position the speed control pipe 268 will be open to atmosphere, and the cam 254 is so designed as to maintain this condition upon movement of said lever to both Run and Idle positions. Upon movement of the operators control lever past either Run and Idle position the cam 254 is operative to displace plunger 256 into the speed control device 226 to effect operation thereof for supplying fluid to pipe 266 at a pressure proportional to the extent of such movement, and to provide a maximum pressure of fluid in said pipe in eachof the Full Speed positions.

In each of the station selector valve devices 68 the rotary valve 262 is arranged to be held seated, against pressure of uid which may be acting on the seating face thereof through any of the passages or cavities open to said face, by

iluid under pressure supplied to chamber 215 through a passage 216 from either the duid pressure supply passage |66 by way of a check valve 211 or from the ahead or astern control pipes 265 or 266 by way of check valve 216 or 219, respectively, under conditions which will be later brought out. The check valves 211, 218 and 219 are arranged to allow ilow of fluid under pressure to chamber 215 but to prevent reverse flow out of said chamber.

Operation In operation, let it be assumed that fluid pressure storage reservoir 69 is supplied with fluid under pressure, that the cut-olf valve 18 is in closed position, and that the cut-out valves 19, 86 and 8| are in their open positions. Fluid at the proper reduced pressure will therefore be supplied by the pressure reducing valve device 16 to pipes 14 and 16 leading to the maneuvering control device 65 associated with engine and to the pilots control device 61, respectively, while at the saine time fluid at the same reduced pressure will be provided by the pressurereducing valve device 1| to pipe 15 through which it will flow to the maneuvering control device 65 associated with engine 2. Fluid under pressure thus supplied to each of the maneuvering control devices 65 will flow to passage |66 therein and thence past the check valve 211 andthrou'gh passage 216 to the Vrotary valve chamber 225 for holding the rotary valve 262 seated, and at the same time, fluid will also flow from passage |66 through chamber |65 and passage |64 to chamber |63 in the brake and fuel control device |56 and from chamber |63 through passage |62 to chamber 96 containing the uid pressure supply valves 65 and |46 of the ahead and astern control valve devices 63 and 6,4, respectively.

Let it further be assumed that lever 263 and thereby rotary valve 262 in each of the selector valve devices 66 is in the remote control position rendering the engineers control devices 66 ineftive engines andrendering the pilots control de-V vice'61 effective to control operation of said engines.

Let it alsoV befassumed that the operators control lever 264 in the pilots control valve device 51 isy in Stop position, under which condition the ahead and astern control pipes 205, 206, the starting control pipe 201 and the speed control pipe 208 will all be open to the atmosphere through, respectively, the valve devices 224, 225, 221 and 226. With these pipes thus vented, the parts of the ahead and astern control devicesv 93 and 94 in each of the maneuvering control devices 65 will bein the positions shown in Fig. 2 opening chambers 89 and 9| at the opposite sides of the respective reversing pistons 88 to atmosphere. It will'be further assumed that the engines have been stopped from previously operating in the astern direction under which condition the reversing piston 88 at each engine will be in its astern position as shown in-F'ig. 2.

With chambers 9| below the reversing pistons 88 at both engines open to atmosphere as above described, diaphragm chambers |93 in the respective starting control devices |55 will also be open to atmosphere through chambers 9| by way of the double check valve devices |95, so that the parts of said control devices will occupy the positions in which they are shown in Fig. 2 for opening the respective starting controlv pipes 3| to atmosphere, so that the starting control cylinders 39-will condition .the starting air valves 36 as shown in Fig. 1 for cutting oif the supply of starting airl to the starting air pipes or headers 34 at the two engines. The parts of the brake and fuel control valve devices |55 in both maneuvering control devices 55 will also occupy the positions in which they are shown in Fig. 2 since diaphragm chamber |13 in each of the fuel and brake control devices |55 is opened to the atmosphere by Way of the respective double check valve |82 and thence through passage |10 and the ahead control deviceSB. With the brake and fuel control device |56 at each engine in this condition, fluid under pressure will be supplied from therespectivechamber |03 to pipes 59 and 59a leading to the fuel cut-off cylinder 58 and to the brake interlock valve device 25 or 29. The fuel cut-off cylinder 58 on each engine will thereby be operated tolactuate the fuel cut-olf device 55 to cut oif the-supply of fuel to the respective engine. so that the engine will be stopped.

With the clutch levers6, associated with the two engines, in their engaged positions in which f they are shown in the drawing the brake interlock valvedevices 25 and 25 will be opening communication between the respective pipes 59 and pipes 23 and 24, so that uid under pressure will be effective through one or the other or pipes 23 or 24 and pipe |9 in the brake control relay valve device 8 for operating same to supply uid under pressure to the brake cylinder device` I6. The brake cylinder device will thereby be operated to actuate the levers and |4 to force the brake shoes I3 into braking engagement with the brake drum i2 for holding the propeller shaft the engine driveA shaft 3 and the two engines against rotation.

Starting and running engines topropel ship ahead 20- and 2 for moving the ship forwardly or in ahead direction. To accomplish this the pilot will move'k lever 264 of control device 61 out of' top position to the Ahead Run and Idle position. He may stop such movement in the Ahead Run and Idle position until after the engine is conditioned for operating in the ahead direction in.

a manner which will be presently described and then move the lever 264 to Ahead Start position in slot 21|, or if desired, he may move the lever directly from Stop position to the Ahead Start position.

Letit be assumed however that he initially.

moves the lever from Stop position merely to the Ahead Run and Idle position adjacent the start slot 21|. This movement of the pilots control lever 254 will rotate the shaft 25| and thereby cam 252 for actuating the ahead pilotvalve device 224 to supply uid under pressure to the ahead control pipe 255 while maintaining the astern control pipe 209 and starting control pipe` 201 open to theatmosphere through the respective control valve devices 225 and 221.

Fluid under pressure thus supplied to the ahead control pipe 255 will flow to each of the maneuvering control devices 05 and therein be transmitted through cavity 209 in the selector rotary valve 202 to passage |33 leading to the respective ahead control valve device 93. When the p ressure of fluid thus obtained in chamber |30 and acting on one side or diaphragm |29 in each of the ahead control valvedevices 93 is increased to a degree sufficient to overcome the opposing force of spring |23, said diaphragm will deflect to close the respective release valve |91 and open the supply valve 95 for supplyingy uid under pressure from chamber 96 to chamber 91.

In each maneuvering control device, fluid under pressure then flows from chamber 91 through passage 9|!v and past the check valve |00 to chamber 89 above the reversing piston' 88. At this time chamber 9| below the reversing piston 80 i's open to the atmosphere through choke |52, passage |5| and past the release valve |4| in the respective astern control valve device 94, so that the pressure'of fluid provided in chamber 89 is rendered effective to move the reversing piston 98 downwardly from its astern position in which it is shown in Fig. 2 to its ahead position in contact with pressure head 92, which movement reverses the cam shaft 360 or valve timing of the respective engine to provide for starting and running ofthe engine in its ahead direction..

As the reversing piston 98 ateach enginev is moving. from its-astern position to its ahead position as just described, the air in chamber 9| isdisplaced through choke |52 to atmosphere byy way of the astern control device 04, and at the same. time a portion of said air is also displaced into passage |98 leading to the double check valve device |85. This displacement however is restrioted by choke |52 in the communication to the astern control device 94 and by choke200 intov passage |98, so that movementof the piston o8 in the direction of the pressure, head 92v will create a certainback pressure in chamber 9| to oppose or dampen such movement so as to prevent sudden movement or slamming of the piston to its ahead position into contact with the pressure head 92.

At the same time as fluid under pressure is supplied from the ahead control valve device 93V to chamber 91 and thence to chamber 89 above the reversing pistonl in each maneuvering controldevice 65,-,fluid from chamber' 91 will also flow through passage |18 to the upper end of the double check valve |82 and move said check valve to the position in which it is shown in the drawing in case it is not already in such position, whereupon uid will flow past said check valve to passage |80 and thence to chamber |13 above the diaphragm |12 in the respective brake and fuel control valve device |53. When the pressure of uid thus obtained in diaphragm chamber |13 is increased sufficient to overcome the opposing pressure of spring |59 the diaphragm will move downwardly to close the supply valve |1| and to open the release valve |19, whereupon uid under pressure will be released from pipes 59 and 59a and the respective fuel cut-out cylinfder 58 to permit operation of said cylinder to move lever 56 of the fuel control-device 55 to its fuel supply position indicated by the dot and dash line 51. This release of fluid under pressure from pipe 59 at both engines will also permit release of fluid under pressure from pipes 23 and 23 through the respective brake interlock valve devices 25 and 26 and thereby from the brake control relay valve device |8 which will then operate to effect a release of the brake on the propeller shaft inr order that the propeller may be turned by theengine upon the running thereof.

As the reversing piston 8B in each of the maneuvering control devices 55 is moved from its astern position to its ahead position, the passage |91 is opened to the chamber 89 after a certain slight movement of the piston out of the astern position, whereupon fluid supplied to chamber 33 for moving the piston 88 will flow to said passage and thence to chamber |92 in the double check valve device |85. The pressure of fluid thus provided in chamber |92 and effective on the check valve |9| will then move said valve into contact with the seat rib |90 against opposing pressure of fluid which may be effective in chamber |95 on the check valve |94, and which opposing pressure will substantially equal that provided in chamber 9| by movement of piston 86. At substantially the time the reversing piston S8 attains its ahead position in contact with the pressure head 22, the passage |98 will be opened to chamber 83 above said piston, whereupon fluid effective in said chamber will flow to passage |93 and thence to chamber |95 in the double check valve device |35. Fluid thus provided in chamber |95 will then now past the unseated check valve |94 'to passage |55 and thence through choke |35 and passage 34 to chamber |33 above diaphragm |59 in the starting control valve device |55. When a sufficient pressure is thus obtained in chamber |53 to overcome the opposing pressure of control spring lii the diaphragm |59 will deflect to close the respective release valve |58 and open the supply valve |51.

The opening of valve |51 in each maneuvering control device |55 as just described will, however, be without effect at this time since chamber |33, which is connected to the starting control pipe 281, is open to the atmosphere by way of the starting control valve device 221 in the pilots control valve device 51 with the pilots control lever 234 in the Ahead Run and Idle position adjacent to but out of the start slot 21|. Movement of the pilots control lever 2512 into slot 21| will however operate the starting control device 221 to supply fluid to the starting control pipe 231 and thence to chamber |98 in the starting control valve device |55 in both maneuvering control devices. In each maneuvering control vdevice the fluid thus supplied to chamber |99 will then iiow past valve |51 in the starting control device |55 to pipe 3| and thence through choke |38 to the re-f spective starting cylinder 39. When the pressure cf :duid in the cylinders 39 is then increased to a sufficient degree, said cylinders at both engines will operate the starting air valves 35 to supply starting air to pipes 34 from which it will flow through the different pipes 35 to the engine cylinders for causing the air rotating valve devices 382 at the engines to start turning in the direction determined by the engine valve gearing including the engine cam shafts as adjusted bythe respective reversing pistons 98. With the fuel control devices 55 adjusted as abo-ve described to supply fuel to the engines, such fuel will be prof vided or injected as the engines are placed in motion by the starting air from pipes 34 and will thus be effective to clause the engines to immediately fire and run in the selected direction.

After the engines are thus placed in motion and are running on fuel supplied thereto, the pilot will move his control lever 264 out of slot 21| to the Ahead Run and Idle position to operate the starting control device 221 to release fluid under pressure from the starting control pipe 291 and thereby from pipes 3| and the starting air cylinders 39 on both engines, whereupon said cylin ders will operate the respective starting valves 33 to cut off the supply of starting air to pipes 311 and to open said pipes to atmosphere. With the pilots control lever 254 in the Ahead Run and Idle position conditioning the speed control device 22E to open the speed control cylinder 53 at both engines to atmosphere, the engines will then continue to run on fuel at an idling speed.

The pilot may now accelerate the two engines in unison to any desired speed above idling by suitable adjustmentof the control lever 254 between the Ahead Run and Idle position and the "Ahead Full Speed position for supplying uid to the speed'ccntrol cylinders 53 at a pressure to provide corresponding adiustment of the governor control levers 5i at the two engines, as will b'en apparent.

In the operation above described it will be noted that in each maneuvering control device 65 the supply of fluid under pressure from chamber 89 above the reversing piston 38 through the double check valve device for operating the starting control device |55 is retarded by choke |35 in passage |33, as well as by choke 2Min passage |98. One purpose of choke 299 has hereinbefore been described, but this choke is also effective with choke |65 to delay obtaining suffi:- cient pressure on diaphragm |59 in the'v starting control device |55 for opening the supply valve |51 for a certain relatively short period of time, such as two seconds, after passage |98 is opened to chamber 89 above the reversing piston 88, in order to insure movement of said piston into contact with pressure head 92 and thus insure a complete reversal of the valve gear cam shaft 360 of the respective engine before the starting control device |55 can operate to supply fluid under pressure for causing operation of the starting'air cylinders 39 on the two engines for supplying starting air to the engines. It will be apparent that this delayed operation of the starting control device |55 at each engine would not be necessary if the operator in starting the engine would merely move the control lever 264 to "Ahead Run and Idle position and allow it to remain there until after the operation of the reversing piston 88 had been completed. However, it is more desirable to'allow the operator to move the control lever 264 directly to the StarV' position without hesi-` agees-evd tation inithe Runand Idle position, andunder this-,condition the chokes 280 and |55. insure completereversal ofxthe. engines valve gear before starting air ls supplied to the engine to place the engineiin motion.

Reversal of` engines to reverse movement of ship from ahead to astern Now let it be assumed that, with the ship being; propelled in the ahead direction under the power vof both engines and 2, the pilot desires to' reverse the direction of movement of the ship underythe power of both engines. To accomplish thishe will move lever 264 in the control device 61 fromV whatever position it mayV occupy between the Ahead Run andV Idle and Ahead Full Speed'positions to the Astern Run and Idle position' and then, if desired, directly into the astern starting slot 212.

This-operation of the pilots control lever-254 will actuate theV ahead pilot valve device 224 to open the ahead control pipe 285 to atmosphere and atsubstantially the same time will actuate the reverse pilot valve device 225 to open the reverse control pipe 205 to a chamber 229, so that fluid under pressure willbe supplied to the latter pipe. This operation of the pilots control lever 264.will also'eflect' operation of the'speed control device.226;to. open thespeed control cylinders 53 at the two` engines to atmosphere for releasing fluid under pressurefrom said cylinders .to allow movement ofthe governor. control arms| to their engine idling positions and at the' same time will'als'o actuate thestarting control device 221 to supply Starting air to the starting control pipe 28-1.

The release ofiluid under pressure from the ahead control pipe 205 by movement of the pilots control lever 264 to the Astern Start position in slot` 212 will result, at both engines, in prompt release of fluidunder pressure from chamber |39 in the ahead control valve devices 93 by way o the check valves |34 and |35 by-passng the choke |32, whereupon in both of said devices thesupply valves 95 will close and the release valves i'l willopen for releasingby way ofA choke 99 fluid under pressure from chamber 8.9i above. the respective reversing pistons 88.. At the Sametime, fluid under pressure will also be released in each maneuvering controldevice |55 from diaphragm chamber l1 3,of the vbrakeand fuel control device I56`bywvay1of-passage |39, past the double check valve |82, through passage |18 and chamberel. Fluid under pressure will alsoA be' released from diaphragm chamber |63 in the starting` control' brakeand fuel' control device.l` |56'. and. starting; control device |55, and moreover,` choke'v |65 re-` strictsk flowof Efluidunderpressure to saicl'cham-l bers, from Vthereversing'piston chamber; 89'. Asa

result, promptly' ucon movement of the, pilots control lever to the Astern Startvpcsition in slot 212; thefuel and' brake control device |56 at each f enginewill'operate to supply fluid under pressure to the-respective pipe 59, for cuttingV o the supply` of= fuell tothe engine. and for applying the brake tothepropellerV shaft I and the startln'lcoliizlcil'device |55 at-.each engine will also operateto close communication between the start*- ing control pipe;2 01 which is supplied Awith fluid under pressure, from the pilots control device, in the AheadStart position and the starting,V pipe 3|,.andwill open the latterpipe to atmosphere past check valve |39 to prevent starting air being. supplied to theengine during reversing operation.

Fluid under'pressure supplied to thev astern control pipe.2|l6 upon movement of the; pilots control lever 264 to the.Astern Start position in slot 2,12 will flow to each of the maneuveringv control devices 651 and thence through'passage |46 and chokeV |45 to chamber |43 in the respective astern control device. 94. The choke at each astern controldevice v94, is eilectiveto delay obtainingsuilicient pressure inchamber |43 on diaphragm |42 to'deilect saidk diaphragm against the.. opposing force ofthe controlspringfor a period of timeesufcient 'forA the engineto be substantially stopped. by operation Aof the brake on the propeller'shaft, following which the ,pressure in chamber |43will deflect thediaphragm |42 downwardly to close therespective release valve |4| and` open supply valvelMi. Theopening of the supply valve |45 in the astern control device 94. of each maneuvering control. device will supply iluidunder pressureto. chamber: from which it will ilow in one direction through passage |5| and past check valve |53 to chamber 9| below the reversing piston 88. Since. chamber 89 above the' reversing piston is at this time open to atmosphere through the .ahead control device 93 the pressure of fluid thus obtained in chamber- 9| will move the reversingpiston 88 from the ahead position in Contact with pressure head 92 back to its astern position shown in Fig. 2, the chokes |99 and 99 being effective during this movement to retarddisplacement of air from chamber 89 in the same manner and for the same purpose as chokes 290 and |52 act upon movement of the reversing piston to its ahead position, as hereinbefore described.

At the same time as iluid under pressure is applied from the astern control device 94 through chamber |59 to chamber 9| in each of themaneuvering control devices, fluid pressure will also flow from said chamber |50 through passage |19 to the lower end of the double check valve |82 and move said check valve to its upper position, since passage |18, open to the opposite end of the check valve, is at this time open to atmospherev through the respective ahead control valve device 93. In the upper position of the double check valve |82 fluid under pressure will then flow from passage |19 to passage |80 and thence to diaphragm chamber |13 in thebrake' and fuel control valve device |56 to cause operation of said device to release fluid under pressure from pipe 59 on the respective engine to permit operation of the fuel control cylinder 58 to return the fuel out off device on said engine to its fuel cut-in position.V This release of fluid under pressure from pipe. 59 at the two engines will also permit release of the brake on the propeller shaft It will be noted that since, in each maneuvering control device, the astern control valve device 94 is prevented from operating to supply airv to, chamber 9| for reversing the piston 83 until after the engine has beenA substantially stopped,v

as above described, the fuel and brake control device I56, as controlled by said astern control device, will maintain the supply of fuel to the engine cut-oil until-after the engine has been substantially stopped and then operate to permit a 1 resupply of fuel tothe engine,

attains its astern position, uid will be supplied 1 from chamber 9| to passage |91 and this fluid Will flow past the check valve |9| in the double check valve device |85 to passage |66 and thence p through choke |65 to chamber |83 above diaphragm |59 in the starting control valve device |55. At this time the choke |55 acts in the same capacity as before described to delay obtaining suiiicient pressure in chamber |63 to deiiect diaphragm |59 against spring |51 for a period of time sufficient to insure complete movement of the reversing piston 88 to its astern position shown in Fig. 2. Upon expiration of this time period, the pressure in chamber |63 will then deflect diaphragm |59 to close the release valve |58 and open the supply valve |51. With the supply valve |51 of the starting control valve device |55 thus open, fluid under pressure supplied to the starting control pipe 291 bv wav of the pilots control device 61 in its Astern Start position will flow to the starting pipe 3| to thereby effect operation of the starting air cylinder 39 and startingr air valve device 39 to supply starting air to the starting pi'pe 34 on the respective engine.

The two engines will then be placed in motion by the starting air supplied to the respective pipes 34, and since the -fuelcontrol devices 55 on the engines were previously conditioned for supplying fuel to the engines, the engines. after being placed in motion by lstartingr air, will nre and run on fuel. f

After the two engines have been thus started and are running on fuel, the pilot will move his control lever 264 out of the slot 212 back to "Astern Run and Idle position to release fluid under pressure from the starting air cvlinders 39 at the two engines for. thereby cutting off the supplyof starting air to the engines. '.The pilot may then adiust his control lever 234 in the direction of the Astern Full Speed position as required for accelerating the two engines to provide the desired rate of movement of the ship in the astern direction.

Reversal of engines to reverse movement of ship from astern to ahead If the operator should now desire to reverse the direction of movement of the ship from the astern direction under the power of both engines to the ahead direction under the power of both engines he will move the control lever 254 from the position in slot 269 which it may occupy between the Astern Full Speed position and the Astern Run and Idle position to the opposite side oi' "Stop position and then, if desired, irnmediately into the starting slot 21|. The two maneuvering control devices 65 will then operate in unison in response to this operation of the pilots control lever 294 to cut o'lT the supply of fuel to both engines, to cause operation of the brake on the propeller shaft to stop said engines, and. to' close oi the supply of starting air to the engines. Then after the engines have been brought to a stop, the two maneuvering C OlltlOl devices will supply fluid under pressure to chambers 89 above the reversing pistons 88 to effect reversal of the valve timing or gear in both engines and at substantially the same time, will release the brake on the propeller shaft and cause operation of the fuel control devices 56 at both engines to again supply fuel to the engines,

and after the valve gear or timing of both en gines has been reversed, the maneuvering control devices will supply starting air to both engines for causing starting and running thereof in the new direction, in a manner which will be apparent from the above description of the operation of the apparatus in response to movement of the pilots control lever to reverse the direction of operation of the engines from ahead to astern.

It is desired to point out that in reversing the direction of operation of the engines-from astern to ahead, the choke |32 in both maneuvering control devices acts in the same capacity as choke upon reversing the direction of operation of the engines from ahead to astern, i. e., to prevent operation of the reversing pistons 88 to reverse the valve gear or timing in the respective engines,.until after the engines have been substantially stopped.

Stopping of engines In order to stop the engines from either 'direction of operation the pilot need only move the control lever 259 back to Stop position in which both the ahead and astern control pipes 295 and 296 are opened to the atmosphere. The ahead or astern control valve device 93 or 94, whichever was last effective in the two maneuvering control devices 65 to determine the direction of operation of the engines, will then operate upon the release of fluid under pressure from the respective control pipes 295 or 208, to release actuating fluid pressure from the respective reversing piston chambers 89 or 9| and from chamber |13 in the respective fuel and brake control device |56. The parts of the fuel and brake control device |53 in both maneuvering control devices will then return to the positions in which fluid under pressure will be supplied to pipe 59 on each engine to operate the cylinder 53 to actuate the fuel cut-off device 5.5 to its fuel cutoi position to allow stopping of the engines. Fluid pressure thus provided in pipes 59 on the engines will also flow to the brake interlock valve devices 25 and 26, and with the clutch control levers 6 in their engaging positions, fluid under pressure will flow through said devices to pipes 23 and 2li and from one or the other of pipes 23 or 29 through the double check valve device 22 to effect operation of the brake relay valve device IB to apply the brake to the propeller shaft for bringing the two engines to a stop.

Starting and Tunning engines to propel ship astern "Fiashi reversal of engines As hereinbefore described, upon movementl of an operators control lever 266i from a position betweeneither lRun and Idle and the adjacent Full Speed,-in which positionthe starting air control cylinder 39 on the engine or engines is open to atmosphere, to the "Start position at the opposite side of Stop, the starting control valve device 221 in the operators control device isoperatedto supply fluid under pressure to the starting control pipe 201. If this movement of the operators control lever is at what may be called a normal rate, then the pressure of fluid in-diaphragm chamber |63 in the starting control valve device |55 in the maneuvering control device or devices 65 will .become sulciently re duced to allow closing of its supply valve |51 bevfore the A'fluid under pressure supplied to the starting control pipe 201 can become 'eiective pastfsaidvalve to-effect operation of thestarting air -controlcylinder 39on the-engine or engines to-supply-starting `air to the starting pipe 34.

YThus-thesupply of starting air to the'engine or engines will be prevented until-after'reversing I nimvement yof the respective-reversing piston 88 hasbeenfcompleted to condition the valve gear forsta-rting-of the engine in the-reverse direction. However, it is possible for an operator to move the control lever 264 so -rapidly (ilash movement) to eiect reversal of the engine or engines, that a suicient pressure of fluid may be obtained past 4the supply valve |51 in the starting control device |55 beforeclosing'of said valve Aso -retardvow v'of fluid under pressure from the starting rcontrol pipe ZIN-through pipe 3| to the rcspectivestartingair control cylinder 39 as to prevent obtaining sufficient pressure therein to actuate Asaid cylinder to supply starting'air to the engine, before operation of the 'respective 'starting control device `|55 to open said "cylinder toatmosphere, in response to"iash movement of the-operators control device, above described. With this structure it will therefore be seen that regardless of the rapidity of movement of the operators control lever 264 to reverse the engine orf'enginesfstarting air will not be-supplied to the engine until yafter the intended and above described reversal of the engines valve gear ortiming-has been assured.

It will be apparent that the reservoir |8| merely increases'the Volume for receiving iluid pressure supplied through choke |39 and hence permits use of Aa ylarger size of choke .than could be used without the reservoir. This reservoir is of small volume, and in practice the equivalent of the reservoir might be obtained by increasing the length or size or the pipe between choke |38 andthe respective starting air control cylinder.39.

VThe check valve |39 is provided to render the choke |38 effective to limit rate of ow of uid under pressure as above described, and is operable to permita faster rate of release of uid under pressure fromthe respective starting air control cylinder, as Vwill be apparent.

At each engine the size or flow .capacity of choke |38 required to prevent the objectionable operation above described will -result in delaying the intended operation ofthe starting air control cylinder -39 inresponse -to reversal of f the Areversing :piston 83 tosupply'air to pipe 34 for starting the engina'as compared to operation without the choke. This-del-ay-will -be relatively'short in degree but may lie-entirely avoided by the use of a structure such as shown inF-ig. l2 of the drawings, and which-structure will also avoid the above described objectionable operation. The structure shown in Fig. 12 will now be described.

DESCREPTIQN A ND Y oPERATlONmFIG. l 2

According to this modification the choke 138. check valve |39 and volume |9| for-each engine may bedispensed with and a startingand reversing interlock valve device '282 substituted for ccntrolling communication through the respective pipe 3|.

The interlock valve device 282 ateach-engine may comprisetwo oppositclyseatingvccaxially arranged vabutting poppet valves,"'233 and 294, which are contained ina chamber`285 open to the portion-of -pipe 3| -that'isconnected to therespective starting air control cylinder 39. The valve 283 controls communication between chamber 285 and va, chamber 296 which is-connected to the portion of pipe 3| leading to therespective maneuvering -control device 65. The valve 284 is arranged'to control release of duid lunder pressure from chamber 285 and from the starting air controlcylinder 39 to a chamber 281 which is open to atmosphere. A spring 281 in chamber'286 acts on valve 233 to open sama-and acts through the medium of said -valve on valve 284 vto close the latter. A piston 288 connected'to valve 284 and having one sideopen to the atmosphere through a breathing passage-289, has at the opposite side a chamber'299 open to a'control'pipe 29|. IWith chamber 299 yrelievedfof fluid under-pressure, the valve 283 will befopenfand the valve284 closed to permit the same'rate of flow o'f Yiluid under pressure through pipe'Sl, to actuate the respective starting air control cylinder 39, as would be obtained inthe structure shown-in Fig. 2 of the drawings with 'the choke |38 omitted. When iluid `is provided ingcham'ber .290 at Va, pressure suicient toovercome the pressure of spring 281. the piston'288 will act 'to open'valve'284 and close valve 283 to thereby prevent flow of 'iluid under pressure toand tofactually open the starting air control cylinder 39 to atmosphere.

The supply of iluid under pressure to and its release from piston chamber 299 byway of pipe 29| is-arranged to be controlled bya double check valve device 293 associated with the respective maneuvering control device .65. This check valve device may be identical in structure and operation to the double check Valve device in the bracket 35 of the maneuvering controldevice, and as shown diagrammatically comprises a casing having two chambers-ZSfi-and 295 connected by a bore 298 to which is connected the pipe.29|. A check valve 291 is disposed in chamber v294v for controlling -communication Ibetween said chamber and bore 296, While acheck valve 298 disposed in chamber 295 is arranged to control communication between chamber 295 and said bore. The two check valves Vare connected by a stem 299 loosely extending through 'the bore 296, said stem being-of such length as to allow seating of either one of the valves, but not of both at the same time.

The check valve-fchambe1"294is connected to passage |33,'and the check valve chamber 235 is connected to lpassage |46, it being noted that those connections are made to the same passages 29 through which fluid under pressure is supplied to diaphragm chambers |30 and |43 of the ahead and astern control valve devices 93 and 94, respectively, but ahead of the respective chokes |32 and |45.

In operation, let it be assumed that the engines are operating to propel the ship ahead. Under this condition, the ahead control pipe 205 will be supplied with fluid under pressure and the .astern control pipe 208 will be open to the atmosphere. The pressure of fluid from the ahead control pipe 205 is thus effective in passage |33, and this pressure in chamber 294 acting on check valve 291 will seat said check valve and unseat the check valve 298. With the check valve 298 unseated, pipe 29| will be connected to the vented astern control pipe 208, so that spring 281 in the interlock valve device 282 will close valve 284 and open valve 283 for opening communication through pipe 3| to the starting control cylinder 39.1v ,With the ship being propelled ahead and the operators lever 234 out of the Ahead Start position, the starting control pipe 201 and thus pipe 3| will be open to atmosphere as previously described.

Now let it be assumed that the operator desires to reverse the direction of movement of the ship and to accomplish such reversal imparts flash movement to his control lever 264 into the Astern Start position. This will release fluid under pressure from the ahead control pipe 205 and thus from chamber 294 in the double check valve device 293, and substantially simultaneously, fluid under pressure will be supplied to the astern control pipe 208, .and also to the starting control pipe" 201. In the double check valve device 293, the check valve 298 will be held Open by the reducing pressure of fluid in the ahead control pipe 205 acting on the check valve 291 until such pressure becomes reduced to below the increasing pressure of uid in the astern control pipe 208 Which is effective in chamber 295. Thus, immediately upon supply of fluid under pressure to the astern control pipe, such fluid will iiow past the check valve 298 to pipe 29| and thence to piston chamber 290 in the respective starting control valve device 282, and when such pressure, effective on piston 288 is'increased to a degree suilicient to overcome the opposing force of spring 281, said piston will act to open valve 284 and close valve 283. In each of the interlock devices 282, the piston 288 may be thus operated by fluid at a relatively low pressure, such as ten pounds, which pressure will be quickly obtained. This low pressure is eifective to close valve 283 before sufficient fluid pressure can be obtained from the starting control pipe 201 past said valve to cause operation of the respective starting cylinder 39 to supply starting air to the engine.

When the pressure of fluid in the astern control-pipe 205, acting in chamber 295 of the double Y check .valve device 293, is increased to a certain degree over the reducing pressure of uid in the ahead control pipe 285 effective in chamber 294, the former pressure acting on the check valve 298 will seat same and unseat the check valve 291, whereupon fluid under pressure will be released from pipe 29| and the respective piston chamber 290 along with the final release of fluid under pressure from the ahead control pipe. When the pressure of fluid in piston chamber 290 is thus sufficiently reduced, the spring 281 will open valve 283 and close valve 284, but this will not occur until after operation of the starting 30 control device |55 to close communication between the starting control pipe 201 and pipe 3|, which operation of the starting control device will occur promptly upon the release of fluid under pressure from the ahead control pipe 205 as hereinbefore. described.

With valve 283 at each starting control valve device 282 thus open, communication will be opened through pipe 3| so that as soon as the reversing piston 88 has completed its reversing operation, fluid under pressure will be supplied to the respective starting air control cylinder 39 to actuate same to supply starting air to the engine to cause starting thereof.

It will be noted that with the valve 283 open there is no means which acts like choke |38 in the structure shown in Fig. 2 to retard ow oi fluid under pressure to the starting cylinder 39, so that the structure shown in Fig. 12 eliminates the delay incident to use of choke |38.

*Upon flash movement of an operators control lever 284 from the "Ahead side of Stop to Astern Start, the operation of the apparatus to ensure against supp-ly of starting air to the engine or engines until after reversing of the engines valve gear has been assured, followed by the prompt supply of air upon completion of such reversing, will be readily apparent from the above description of flash reversing movement to the Ahead Start position.

Under what has been called normal rate of reversing movement of an operators control lever 284, the structure shown in Fig. 12 will operate the same as on flash movement, but there is no need for such a structure, or even of the choke |38 and check valve |39 shown in Fig. 2, for the normal rate of movement, as before mentioned.

DESCRIPTION AND OPERA'I'ION--FIGS- 13 AND 14 In reversing the operation of the engines as above described, it will be noted that in each maneuvering control device 85, the fuel and brake control device |58 operates to permit supply of fuel to the respective engine and arelease ofthe brake on the propeller shaft upon operation of either the ahead control device 93 or astern control device 94 to effect reversing movement of the reversing piston 88, or in other words, the fuel is resupplied to the engine before the` engines valve gear has been reversed to provide for operation of the engine in the reverse direction, and this is satisfactory .if the engine hasfactually been stopped. However, it is not desirable to re-v supply fuel to the engines prior to or during operation of the reversing piston 88 before the engines have stopped, as might occur with the structures shown in Figs. 1 and 2 in case of failure or reduced effectiveness of the propeller shaft brake. Neither is it desirable that the brake he released before the propeller has been substantially stopped, as also might occur in case of reduced brake effectiveness. These two possible undesired operations may however be avoided by the structures shown in Figs. 13 and 14 of the drawings, which will now be described.

In Fig. 13 of the drawings the reference numeral 302 indicates a fuel cut-oir cylinder device which may be used at each engine in place of the fuel cut-off cylinders 58 shown in Fig. l. The cylinder device 302 comprises a casing containing a piston 383 having a piston rod 304 projecting from one face for connection with lever 56 of 'the fuel cut-off device 55. Encircling rod 304 is a precompressed spring 385 which bears against 

